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8/14/2019 Nova Terra Special [February 2007] on the EU supported project 'Connected Cities'
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nova terra on the eu supported project connected cities / february 2007
3 editorial cohesion
6 connected edges
11 space and line
17 high speed investments
22 tramways in france born again for urbanism
27 towards a new mobility concept for cities
32 covilh: mobility in a mountain town
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NovaTerra Connected Cities / february 2007 / 14
The South Wing Network scenario
In this scenario the metropolis is not defined as a single urban
planning concept, but as a coherent programmatic whole. The
scenario offers maximum diversity of services and locations within
given temporal and spatial constraints. The quality of the location isbased on accessibility and on the sites designated for housing,
recreation and employment. The main goal within this scenario is
the formation of networks.
The Sustainability scenario
The aim of this scenario is sustainable development. Great value is
placed on the potentialities for densification in existing urban areas,
for mixed-use, and hence more sustai nable, development, and
which preserve the typical landscape. These potentialities support
densification only where it will generate passengers for public
transport and not in places where it is also likely to generate a good
deal of vehicular traffic.
The outcomes of the modelled scenarios show that in all scenarios
the quantitative goals for new housing and employment uses aremet. In the Densification scenario the amount of new housing in
dense urban environments goes far beyond the projected market
demand. This scenario also demonstrates that when densification
is the prime goal it leads to the development of a one-sided offer
of working environments. The South Wing Network scenario delivers
a lower volume of development in terms of square metres of floor
space, but a broad variety of both housing and employment
environments. It also makes the biggest contribution towards the
development of an emerging regional transport network. However,
the high proportion of development with supraregional functions will
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Plans for the 47 station areas involved in Stedenbaan.
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NovaTerra Connected Cities / february 2007 / 22
Sophie Labbouz, City of Paris Engineering School (EIVP)
Youssef Diab, University of Marne-la-Valle (UMLV), France
Photos: Sophie Labbouz (unless indicated otherwise)
The first tramway in France was built in the Loire department in 1837
and was 15 km long . In 1853, a line called the American railway was
built for the u niversal exhibition in Par is. Trams were subsequently
introduced into many French and European cities because they were
faster and more comfortable than the omnibus. Trams really took off
once animal traction was replaced by electrical traction in the 1880s
and running costs decreased. The numbers of lines and passengers
multiplied rapidly: trams became the main form of urban transport,
with 71 lines in Marseille, 38 in Bordeaux, 26 in Toulouse and 286 km
of railway scattered in the city of Lyon and its suburbs.
Trams are making a comeback in French towns to combat the stranglehold of the car and the
pollution it causes. Tramways are enjoying increasing recognition not only in France, but also
throughout Europe and the world because of their environmental benefits and their potential
for providing a backbone for urbanism.
A tramway in Paris, quai d
Louvre, 1916.
Tramways in France born again for urbanism
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NovaTerra Connected Cities / february 2007 / 24
For example, the street furniture, tramway and stops are usually
designed by famous architects and are specific to the city.
Tramways influence the development of the urban structure and the
urban fabric. By providing rapid links from the suburbs to the town
centre, tramways can open up disadvantaged districts for
development. Shops along the route benefit and real estate values
and rental values increase as well. It is hard to measure the real
impact of the tramway because of the time taken for the
construction and the influence of other developments on these data.
The city is really transformed when once the tram arrives.
bordeaux
The developments in Bordeaux are a good example of the
situation throughout France. In 1946 the tram network consisted of
38 lines and more than 200 km of tracks, but by 1958 all the lines were
closed. After a long deliberation on whether to build a metro or a
tramway network, the city council chose the second option and on
21 December 2003 the tram was operational again in the city.
The modern network has three lines: line A carries 55,000 passengers
each day, line B carries 60,000 per day and line C 20,000 per day.
On average, the tram services account for 53% of Bordeauxs public
transport network frequentation.
The philosophy underlying the network is to increase the value of all
the areas served by building new pavements, roads and urban spaces
Besides the technical requirements, aesthetic quality was the major
consideration in the choice of urban furniture and materials.
Elisabeth de Portzamparcs design is highly specific to the Bordeaux
tramway. Castings, paving stones and granite kerbs were blended
with grass and green elements throughout the layout. The urban
furniture (stations, public seats, bins, etc.) has been created using a
mix of cast iron, glass and wood and is in perfect harmony with the
urban heritage.
Montpellier. (photo: Raymond Linssen, The Hague, the Netherl ands)
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Two improvements deserve a special mention. The first is the
renovation of all the facades along the quays at Garonne. During the
construction of the tramway the city council made the owners of the
buildings the faades, restoring their white colour and giving back
the quays their old charm. The second is a technical innovation.
To respect the urban heritage and the old buildings near the line, the
architects were asked to find a way to build the tramway without
catenaries. In response, Alstom created the APS system (alimentation
par le sol: ground power supply) in which the trams receive their
power from a third rail embedded in the tracks. No overhead cables
and masts are needed, thus limiting the visual impact of the
tramway.
the t4 tram-train
Between urban centres the tram can also operate like a train
service. The first such example is the T4, which runs in the suburbs of
Paris between Aulnay and Bondy and was opened on 16 November
2006. The original railway line, called Coqueti erss Line, was opened
in 1875 and follows the route of an old walk in the forest of Bondy.
It was closed to all traffic at the end of 2003 to allow construction
of the tram-train line, which is better integrated into the urban
landscape. The link between Aulnay and Bondy will serve nine
intermediate train stations on an 8 km route. The travel time is
19 minutes from end to end, or a commercial speed of 25 km/h.
During the rush hours the trains run at intervals of 4 minutes.
The line is expected to carry 44,000 passengers per day, or 12.4 billion
per year.
Valenciennes. (photo: Raymond Linssen, The Hague, the Neth erlands)
Between urban centresthe tram can also operalike a train service
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The potential of cybercars
Small autonomous electric vehicles could provide an alternative to the motor car in an emerging new
approach to mobility that tries to offer the same f lexibility as the private car, but with much less nuisance
and environmental impact. Their potential has been investigated in the European CyberCars and
CyberMove projects.
Antonio Cunha and J. Varandas, Laboratory of Automatics and Systems, Pedro Nunes Institute, Portugal
Jorge Dias and Rui Rocha, Institute of Systems and Robotics, University of Coimbra, PortugalStefan van der Spek, Department of Urbanism, Delft University of Technology, The Netherlands
Illustrations: Antonio Cunha (unless indicated otherwise)
In many urban environments the use of
private cars causes severe problems of t raffic
congestion, energy consumption (dependency
on oil resources) air and noise pollution and
safety, leading to a general reduction in
quality of life and Making historic city centres
less attractive to both tourists and residents.
Moreover, the problems of many city centres
are compounded by a movement of
businesses to the periphery. Although public
transport systems have recently undergone
many improvements (mostly due to
information technologies), in many cases the
private car still offers a much better service
for the individual. As a consequence, car use is
constantly increasing. All this amounts to a
non-sustainable development of urban
transportation.
The use of private cars causes traffic
congestion in many urban areas.(source: European Community, 2006)
Towards a new mobility
concept for cities
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Jorge Humberto and Gaspar Gonalves, Universidade da Beira Interior (U BI), Portugal
Frank van der Hoeven, Delft University of Technology (TU Delft), Netherlands
Photos: Jorge Humberto and Gaspar Gonalves
The activities of the Connected Cities network include showcaseworkshops. These are based on a give-and-take formula in which a
partner can invite other partners to illustrate an inspiring case study
or present an issue or a problem and ask for advice. The Mobility in
Covilh showcase is a clear example of the latter. Showcases are
prepared in advance. In the case of Covilh the local authority and
the university produced a lengthy paper and a comprehensive
presentation. Both documents provide insights in the main
characteristics of the town and the mobility problems it faces. Low
density mountain town Covilh, founded in 1186, is a large town of
35,000 inhabitants in the eastern midlands of Portugal. The town is
located on one of the hillsides of the highest mountain of continentaPortugal. Around half the population live in Conceio, Santa Maria,
So Martinho and So Pedro, the four central parishes. The urban are
of Covilh has a low population density, only a third of the national
average.
The easiest way to describe Covilh is to divide it into three parts: the
uptown, the downtown and the new town. The uptown includes the
historic centre, old residential buildings, churches and services such
as banks, insurance companies, medical services, shops, the town hal
local government offices, police and fire brigade, the main university
buildings and day care centres. The downtown has the train station,
Steep gradients in Covilh uptown.
Covilh: mobility ina mountain town
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Connected Cities
Connected Cities is about sustainable mobility and
spatial development. As EU-sponsored Interreg IIIC
network it focuses on high quality public transport
and transport development areas, aimed at improving
mobility and quality of life in urban and rural areas.
The network activities will continue until the end of 2007.
European network
Connected Cities brings together twenty-five partners
throughout Europe. The partners in Connected Cities
will share their experiences and insights through
management and coordination, interregional showcase
workshops, dissemination and communication, including
through a guide to good practice.
http://connectedcities.eu
Belgium
European New Town Platform (ENTP)
Ghent University / Architecture and Urban Planning
Bulgaria
Municipality of Kardjali
France
City of Paris Engineering School (EIVP)
Snart Public Local Authority
Germany
Research Association for Underground Transportation
Facilities ( STUVA)
Hamburg-Harburg University of Technology (TUHH)
Greece
Municipal Enterprise of Planning & Development
of Patras (ADEP)
Development Agency of Magnesia S.A. (ANEM)
Municipality of Philippi
Region of Thessaly
University of Thessaly
Italy
Municipality of Ancona
Municipality of Ferrara
Netherlands
Delft University of Technology (TU Delft)
Eindhoven Regional Government Administrative
structure (SRE)
Netherlands Centre for Underground Construction(COB
TNO Environment and Geosciences
Portugal
City Hall of Covilh
Institute Pedro Nunes (IPN)
Spain
Federation of municipalities and provinces of
Castilla-La Mancha (FEMPCLM)
Municipality of Toledo
United Kingdom
Bristol City Council
South East England Development Agency (SEEDA)
Transport for London (TfL)